Transmission mechanism



Aug. 21, 1951 G. R. BEARDSLEY ETAL 2,565,060

TRANSMISSION MECHANISM Filed June 24, 1947 4 Sheets-Sheet l IN VEN TOR.GALE R. RDSLEY EDWARD HULBERT BY M Hu -{f (XL-1i A TTORNEYS.

Aug. 21, 1951 G. R. BEARDSLEY ETAL 2,565,060

TRANSMISSION MECHANISM Filed June 24, 1947 I I 4 Sheets-Sheet 2INVENTOR. GALE R. BEARDSLEY 1 JE Z X EDWARD A. HULBERT Fa ii #M &w

A TTOR/VEYS.

Aug. 21, 1951 G. R. BEARDSLEY ET AL 2,565,060

TRANSMISSION MECHANISM Filed June 24, 1947 v 4 Sheets-Sheet 5 JCZE 3INVENTOR. GALE R. BEARDSLE) EDWA/?D AHULBERT ATTORNEYS.

Aug- 21, 1 5 G. R. BEARDSLEY ETAL 2,565,060

TRANSMISSION MECHANISM Filed June 24, 1947 4 Sheets-Sheet 4 INVIENTOR. vGALE R. EE IRDSLE EDWARD A. h'l/LBE ATTORNEYS Patented Aug. 21, 1951TRANSMISSION MECHANISM Gale R1. Beardsleyand' Edward A. Hulbert,Detroit, Mich., assignors to Continental Motors Corporation, Detroit,Mich., a corporation of Virginia r Application June 24, 1947, Serial No.756,676

This invention relates 'to internal combustion engines, especially to,engines'such as are used in automotive vehicles.

In many automotive vehicle applications of internal combustion engines,space is at a premium, and it becomes necessary to design a power planthaving certain performance capabilities but with in certain size andspace limitations. most likely to occur in the requirements imposed bymilitary usage, where a space saving results in a weight saving and alsoin cutting down the physical size of the vehicle. This is often spokenof in terms of a low silhouette. A reduced silhouette makes the vehiclea less favorable target for energy fire.

It will be understood that weight and space economies will also beuseful in ordinary commercial vehicles, to the extent that sucheconomies result in increased pay loads.

It is an object of this invention to provide an internal combustionengine for automotive vehicles in which desired performancecharacteristics may be maintained while economies in weight and spaceare accomplished.v

This and other objects areachieved in an internal combustion engine inwhich space and Weight savings are eflected by an unconventionalconnection between the engine crankshaft and accessory drives.

In this invention, the connection is effected by a gear arrangement inwhich the gears rotate substantially in a plane which is immediatelyadjacent one face of the flywheel.

In the drawings:

Fig. 1 is an elevation view of one end of the engine, With parts brokenaway and in section.

Fig. 2 is a view in section substantially on line 2-2 of Fig. 1.

Fig. 3 is a view in section substantially on line 33 of Fig. 1.

Fig. 4 is a view showing a modified method of securing the flywheel, and

Fig. 5 is a view of the central portion of one face of the flywheelshown in Fig. 4.

The invention described herein and shown in the accompanying drawingshave been embodied in an engine such as shown in patent applicationSerial No. 759,985, filed July 10, 1947, and assigned to the assignee ofthe present invention.

An internal combustion engine made according to this invention isprovided with a crankshaft 2. At one end of crankshaft 2 and integraltherewith there is provided a flange 4. A flywheel 5 is mounted on anddriven by the flange 4 by This is.

2 Claims. (Cl. 74+665) 2 means of any suitable fastening members such asbolts 8.

A gear I0 is mounted on flange 4 for rotation substantially in the planeof the flange. As can be seen in Fig. 2, gear II] is disposed betweenthe flange and the flywheel and is thus secured in place by means of theaforesaid bolts 8.

The plane of the flange is designated in each of Figs. 2 and 3 by theline .r-x. An idler gear I2 is mounted for rotation in the plane of theflange and meshes with gear I0. An accessory drive gear I4 is alsomounted for rotation substantially in the plane of the flange and mesheswith idler gear I2 to be driven thereby. Accessory drive gear I4 isconnected to drive a shaft I6 which may transmit power to any suitableaccessory such as a cooling fan. Specifically, as applied to the engineand vehicle in the patent application identified above, shaft l6 drivesthe cooling fan designated by reference numeral 50 in Fig. 1 of theaforesaid copending patent application.

Asmall gear I8 is mounted inside gear I4 and coaxially therewith. GearI8 meshes with a second bevel gear 20 which drives an accessory driveshaft 22. Shaft 22 may be connected to drive the magneto, governor,tachometer, and fuel injection drive.

A plurality of gears may be mounted to mesh with accessory drive gear I4for the purpose of connecting other accessories to the crankshaft gearID. A gear 24 for example is shown as meshing with gear [4. Gear 24 isconnected to the starter motor 26.

A generator 28 is connected to be driven by accessory drive gear I4 bymeans of an idler gear 30 and a generator drive gear 32.

Gears I0, I2, I4, 24, 30 and 32 are disposed to lie substantially in theplane of flange 4, represented by the line :c-a: in each of Figs. 2 and3. This plane is immediately adjacent one face of the flywheel 6.

A camshaft 34 is connected to be driven by the crankshaft 2 throughconventional drive means disposed at the opposite end from the end shownin Fig. 2. Camshaft 34 carries a bevel gear 36 which meshes with anotherbevel gear 38. Gear 38 drives the oil pump indicated generally at 40.

In the embodiment shown in Fig. 4, a crankshaft I02 is provided at oneend with an integral flange I04 to which is secured a gear IIO. Gear H0carries a centrally located sleeve II3 which is provided with aplurality of radial serrations II5. serrations II5 on sleeve I I3cooperate with similar radial serrations III on one face of flywheelI06. The cooperating serrations H5 and I I 1 are held in engagement bymeans of a flanged screw H9 which engages internal threads in the end ofcrankshaft [02.

Operation and permits a substantial weight and space saving.

We claim:

1. In an internal combustion engine, a crankcase having a rear enginewall, a crankshaft supported by said crankcase and projecting beyond therear engine wall, a flange on the end of the crankshaft, a gear securedto the flange and overhanging said crankshaft flange and lying in theplane of the flange, a flywheel secured to said crankshaft flange, agear train comprising a plurality of gears lying in a plane extendingnormal to the crankshaft axis and intermediate the flywheel and rearengine wall, and a right angle accessory drive shaft extendingtransversely of the engine parallel to the plane of the engine wall andin the plane of the flywheel, said drive shaft located above theflywheel, said gear train having a driven spur gear and a beveled gearsecured to and nested coaxially with respect to the driven spur gear ofsaid gear train, said flywheel masking a portion of said driven spurgear, and a driven beveled gear carried by the accessory drive shaft andoverlying said flywheel lying parallel to but offset slightly to oneside of the longitudinal vertical engine through the crankshaft andflywheel axis so that said accessory driveshaft will clear saidflywheel.

2. In an internal combustion engine, a crankcase having a rear enginewall, a crankshaft supported by said crankcase and projecting beyond therear engine wall, a flange on the end of the crankshaft, a gear securedto the flange and overhanging said crankshaft flange and lying in theplane of the flange, a flywheel secured to said crankshaft flange, agear train comprising a plurality of gears lying in a plane extendingnormal to, the crankshaft axis and intermediate the flywheel and rearengine wall, and a right angle ac- .cessory drive shaft extendingtransversely of the engine parallel to the plane of the engine wall andin the plane of the flywheel, said drive shaft located above theflywheel, said gear train having a driven spur gear and a beveled gearsecured to and nested coaxially with respect to the driven spur gear ofsaid gear train, said flywheel masking a portion of said driven spurgear, and a driven beveled gear carried by the accessory drive shaft andoverlying said flywheel lying parallel to but offset slightly to oneside of the longitudinal vertical engine through the crankshaft andflywheel axis so that said accessory driveshaft will clear saidflywheel, and other gears supported by the engine wall and lying in theplane of the gear train aforesaid and said crankshaft flange andsupported for operation on axes extending parallel with but offset toeither side of the longitudinal vertical engine plane containing saidcrankshaft and flywheel axis, said flywheel masking a portion of saidother gears.

GALE R. BEARDSLEY. EDWARD A. HULBERT.

REFERENCES CITED The following references are of record in the fll'e ofthis patent:

UNITED STATES PATENTS

